Combustion engine



(No Model.) Sheets--Sheet 1.

A.G.PA0E. GOMBUSTION ENGINE. 10.588,466. Patented Aug. 17,1897. 52 lwal. ,Q5 F162. ffi1- 95 y s l 37 9' Q/\\ W g #7p/w yf @uw 0^/ W/ TNE SSES ,BY MM@ f7 ATTORNEYS.

(No Model.) '2 Sheets-Sheet 2.

A. G. PAGE.

ooMBUsUoN B18811838.-

No.. 588,488. Patented'mg.- 17,1887.

T8' YE- J l WWA/8858: ///'ffa ATTORNEYS.'

1u: Nonms PEYERS co. woraufhin. wAsH|NG1uN.o. c.

.Unire Si Arras AUGUSTUS G. PACELOF NEW YORK, N. Y.

COMBUSTlON-ENGINE.

SPECIFICATION forming part of Letters Patent No. 588,466, dated August1v, 1897.

Application iiled February 12, 1897. Serial No. 623,067. (No model.)

To a/ZZ whom t may concern.: l

Be it known that I, AUGUSTUS G. PACE, of New York city, in the countyand State 'of New York, haveinvented anew and Improved Oom bustion-Engine, of which the following is,

a full, clear, and exact description;

This invention relates to that class of engines in which the piston isoperated by the expansive force of exploded gas generated by a mixtureof hydrocarbon oil and air; and the object is to provide a double-actingengine of this character in which the two pistons are simultaneouslyacted upon in such manner that the force exerted on the under side ofone piston is equal to the force exerted on the upper side of the otherpiston; and a further object is to provide an engine of this characterin which the weight will be greatly reduced as compared with othercombustionengines `and which will develop the same power as such otherengines.

I will v describe a combustion-engine elnbodying my invention, and thenpoint out the novel features in the appended claims.

Reference is -to be had to the accompanying drawings, forming a part ofthis specification,

in which similar characters of reference indicate corresponding parts inall the views.

Figure 1 is a partial elevation and partial vertical section of anengine embodying my invention. Fig. 2 is a partial elevation and partialvertical section at right angles to Fig. 1. Fig. 3 is a section on theline 3 3 of Fig. l. Fig. 4 is a sectional view of a carbureter employed.Fig. 5 is a partial section and partial elevation of said carbureter anddrawn at right angles to Fig. 4. Fig. 6 is a detail drawn on an enlargedscale, showing asparking mechanism employed; and Fig. 7 is a detailshowing a means for separating the sparking-points when desired.

The engine comprises a casing having two cylinders 1 and 2, and in thiscasing are also arranged vertically disposed combustionchambers 3 and 4.The upper end of the combustion-chamber 3 has a broad port connection 5with the upper end of the cylinder 1 and at its lower end a broad portconnection 6 with the cylinder 2. The combustion-chamber 4 has a broadport connection 7 at its upper end with the upper end of the cylinder 2and a broad port connection 8 at its lower end with the lower end of thecylinder 1.

Operating in the cylinder 1 is a piston 9, having aA stem 10 connectedwith the slideblock 11,'movable vertically in guideways 12, dependingfrom the lower side of the casing. From the-block 1l a pitman 13 extendsto a connection with a crank 14'on the' driving-v shaft l5. Movable inthe cylinder 2 .is a piston 16, having a stem 17 engaging with aslideblock 18, mounted to move in guideways 19, depending from thecasing, and from this block 18 a pitman 2O extends to a connection witha crank 21 on the driving-shaft 15. It will be seen that these cranks 14and 21 are extended in opposite directions, so that the pistons mayoperate in opposite directions. The piston-stems l0 and 17 will ofcourse eX- tend through suitable stuffing-boxes in the casing.

The walls of the casing are provided with waterways 22, and the topclosure 23 of the casing is also provided with a waterway 24, as isalsothe bottom closure 25. These wat-erways will allow for a circulation ofcold Water to reduce the temperature caused by the explosion of gas inthe cylinders and chambers.

On the casing is mounted a housing 26, having a port communication 27with the interior of the combustion-chamber 3 and also having a portcommunication 28 with the interior of the combustion-chamber 4. Theserespective ports are controlled by inwardlyopening valves 29 and 30. Thevalves 29 and 30 have stem portions extended upward through spidersr31,arranged in the ports, and -between the said spiders and. a collar onthe upper end of the valve-stems coiled springs 32 are arranged. Thesesprings 32 tend to hold the valves yieldingly against the valve-seats.

On the lower side of the casing is secured ahousing 33, having portcommunications 34 and 35 with the chambers 3 and 4, and from thishousing 33 an exhaust-pipe 36 extends downward. A plate-valve 37 isdesigned to control the port 34 by engaging upon its valveseat, and theport 35 is controlled by a similar valve 38. The stems 39 and 40 ofthese valves 37 and 38 extend downward through tubular portions withinthe housing 33 and IOO pivotally engage at their lower ends with levers4l and 42, pivoted to the base 4S of the engine. Springs 44 surround thestems 39 and 40 between the collars on said stems and the under side ofthe housing 33, and these springs 44 serve to hold the plate-valves 3788 yieldingly against the valve-seats.

Counter-shafts 45 and 4G are mounted in bearings on the base 48, and onthese counter-shafts gear-wheels 47 and 48 are secured, and thesegear-wheels 47 and 48 mesh with a pinion 49 on the driving-shaft 15.Mounted on the shafts 45 and 46 are cam-blocks 50, designed to engagewith the levers 41 and 42 to alternately raise the said levers andconsequently'impart an alternating opening movement to the valves S7 and38. Mounted on the frame of the engine is a casing 51, forming acarbureting-chamber, and within this casing 5l is an auxiliary chainber52, the upper end of the wall of which provides a seat for apuppet-valve 53. From the puppet-valve 53 a stem 54 extends up- -wardthrough the top wall of the casing 5l into an oil-receiving chamber 55,with which an oil-supply pipe 56 communicates. The opening through thetop wall of the casing 5l is somewhat larger than the portion of thestein 54 that passes through it, so that an inlet for oil is producedbetween the wall of said opening and the stem. This oil or inlet openingis controlled by a valve 57, mounted on the stem portion within thechamber 55. A spring 58 surrounds the stem portion between theoil-inlet-controlling valve 57 and the top wall of the chamber 55. Thisspring serves to hold the valves 53 and 57 in a normally-closedposition.

The air-chamber 52 has an inlet-pipe 59, and I provide means whereby theadmission of air maybe regulated manually and also means whereby theadmission of air may be :regulated automatically. The means forregulating the admission of air as here shown consists of perforateddisks (30 and Gl, mounted to rotate in the outer end of the pipe 59. Thedisks l5() and Ul are pivotally connected together at their center, sothat each may r0- tate independently of the other. From the disk 6U ahandpiece (52 extends outward, so that the said disk may be rotated byhand to cause its ports or openings to more or less register with theports or openings through the disk Ul. The disk til has anoutwardly-extended arin (33, from which a link (i4 extends to a pivotalconnection with an arm G5, mounted on a shaft fili, having bearings in abracket G7, secured to the base of the machine. From the other end ofthis shaft liti an arm (58 extends and engages with its end in anannular channel formed in a block (i9, mounted to slide vertically on acentrifugal governor-shaft 70.

The governor consists of weighted links 7l, which have their uppersections pivotally connected to a collar 72, rigidly mounted on thegovernor-shaft, the lower sections being pivoted to the block (59. Thegovernor-shaft extends through a suitable bearing and has a bevel-pinion73 on its lower end meshing with a bevel-gear 74, mounted on the shaft45. By this construction itis obvious that as the speed of the engineincreases the governor-balls will be forced outward by centrifugalaction, and this motion will of course more or less rotate the disk lllto regulate the openings for air.

It is desired that a small amount of heated air shall be drawn into thechamber of the carbureter te mix with the other air and with the oil toform a combustion-gas. For this purpose I have mounted a jacket 75 onthe exhaust-pipe 36. At one side this jacket 75 is provided with aseries of small perforations 76, and the other side of said jacket has apipe connection 77 with the interior of the carbureting-chamber. As itis desired that the amount of heated air shall be quite small ascompared with the air admitted through the openings in the disks ISO and(il, the combined area of the perforations 76 must consequently be muchsmaller than the combined area of the openings through the disks (SO and(il.

I will now describe a means for igniting the gas in thecombustion-chambers 3 and 4, and as the devices for this purpose aresimilar in construction and action a description of one will answer forboth.

Projected through the wall of the casing and into the combustion-chamberare sparking-points 78 and 79. The sparking-point 78 has a rod 8Oextended through a tube 8l 0f insulating material, the said tube 8lbeing extended through the wall of the casin g. The rod 82 of thesparking-point 79 extends also through the wall of the casing and is inelectrical contact therewith. This last-n amed rod 8i is mounted torotate, and it is provided on its outer end with a linger, which is hereshown in the form of a crank 83. The object in providing means to rotatethe point 79 away from the point 78 is to provide means whereby anypossible sediment, such as oil, may be discharged should there be anycollected between the points 78 and 79, and, further, by turning thepoints 78 and 79 out of sparking distance in one combustion-chamber theengines may be arranged for single action, as at times might benecessary, particularly in marine engines.

Any desired source of electricity may be employed for causing a sparkbetween the points 78 and 79. I have here shown a battery 84, one poleof which has a wire connection 85 with a casing of thecombustion-chamber, and consequently with the point 79. I provide asimple means for making and breaking the electric circuit, the saidmeans being operated by rotary parts of the engine. As here shown, thismeans consists of a gearwheel 87, of insulating material, mounted 011the counterlshaft 46. This gear-wheel of in- -sulating material has ametal block 88 in its periphery engaging at its inner end with a metalring 89, secured to the face of the gear 87 and adapted to engage itsteeth with a pin- TOO IIO

588,466 Y l a ion 90, mounted to rotate on a bracket '91, supported onthe base of the machine and insulated therefrom by a block 92 ofinsulating material. A brush 93 is attached tothe frame orbase of themachine and bears with its free e'nd upon the ring 89. From the bracket91 a wire 86a extends to a binding-post on the outer end ofthe rod 80,and a wire S6 from the battery is in connection with the brush 93.

rlhe device thus described will be used for igniting the gas within thechamber 4, and a similar device is to .be mounted on the counter-shaft45 to control the current for igniting.

the gas in the: chamber 3.

rThe operation is as follows: Assuming the piston 16 to ber about tostart on its upward movement, thecompressed gas in thecombustion-chamber'B will be ignited and impart its force to the `underside of the piston 16 and to the upper side of the piston 9. During thedownward movement of the piston 9 the gas underneathy it will bedischarged around the opened valve 38, and the suction caused by thedownward movement of the piston will draw the value 27 of thecombustipn-chamber 3 slightly open, and this suction will draw the gasfrom the carbureter through the pipe 93, which provides communicationbetween said carbureter and the housing 26, and this same suction willmove the valves 53 and 57 upward, thus allowing the admission of outerair and also allowingr the admission of a small quantity of oil, whichwill mingle and form into gas to be drawn into said combustion-chamber3. During this movement the gas previously drawn into the chamber 4 willbe compressed by the upward movementv of the piston 16, and then ofcourse it will be ignited and the pistons consequently moved in theopposite directions. As the pressure on one side of one piston is equalto that on one side of the other piston it is obvious that aperfectly-balanced engine is provided, thus reducing the ordinary shockswhich take place in gasengines to a minimum and making it practicable toconstruct an engine of comparatively light weight, and, further, thisperfect balance will greatly reduce the friction, thereby reducing theamount of fuel employed. As the valves open directly into theexplosion-chambers there will be no loss of heat, as in engines ascommonly made with ports or passages. As the ports leading from thecombustion-chambers to the cylinders are quite wide, or of large area,the gas will not be subjected to cooling, as in certain engines as nowconstructed.

Having thus described my invention, I claim as new and desire to secureby Letters Patent- 1. A combustion-engine, comprising a casing havingtwo cylinders, pistons operating in the said cylinders,combustion-chambers in the casing having port communications at the topand bottom with the cylinders,whereby l the pressure of exploded gaswill be exerted `on the top of one piston and on the bottom top andbottom with the cylinders, whereby the pressure of exploded gas will beexerted on the top of one piston and on the bottom of the other, meansfor igniting the gas in the combustion-chambers, gas-admission valvesoperated by the suction of the pistons, and exhaust-valves operated by arotary part of the engine, substantially as specified.

3. A combustion-engine, comprising a casing having two cylinders,pistons operated in said cylinders, combustion-chambers in the casing,means for igniting gas in the combustion-chambers, a carbureter havingcommunication with the combustion-chambers, valves for controlling saidcommunication, valves for controlling the exhaust from the chambers, andmeans for automatically controlling the admission of air to thecarbureter, substantially as specified.

4. A combustion-engine, comprising a casing having two cylinders and twocombustionchamloers, pistons operating in the cylinders, a carbureterhaving communication with the combustion chambers, automaticallyregulated valves'for controlling'said communications,automatically-operated valves for controlling the exhaust, an auxiliarychamber in the carbureter, the upper end of the wall of which forms avalve-seat, a valve for said seat, an oil-inlet, a valve for saidoil-inlet having connection with the valve of the auxiliary chamber, andmeans for controlling and regulating the admission of air tothecarbureter through the auxiliary chamber,V

substantially as specified.

5. A combustion-engine, comprising a casing having two cylinders and twocombustionchambers, pistons operating in the cylinders, a carbureterhaving communication with the combustion-chambers, valves forcontrolling said communications, an exhaustpipe, a jacket surroundingsaid exhaust-pipe and having perforations, a pipe connection loetweensaid jacket and the carbureter, an oilsupply having connection with thecarbureter, a valve for controlling the admission of oil, a valve forcontrolling the admission of atmospheric air and operating coincidentlywith the oil-controlling valve, and means for regulating the admissionof air, substantially as specied.

6. A combustion-engine, comprising a casing having two cylinders and twocombustionchambers, means for igniting gas in the combustion-chambers,pistons operating in the cylinders, a housing on the casing having portcommunications with the combustion-cham- IOO IIO

IIS

bers, valves for controlling said communications and operated by thesuction of the pistons,a carbureter having communication with thehousing, an exhaust-pipe, valves for controlling the exhaust, a jacketsurrou ndin g the exhaust-pipe and having a series of perforations, apipe connection between said jacket and the carbureter, an auxiliarychamber in the carbureter, the upper end of the wall of said auxiliarychamber forming a valve-seat, a puppet-valve for engaging the said seat,an oil-inlet, a valve for controlling said oil-inlet and havingconnection with the puppet-valve, an inlet-pipe for the auxiliarychamber, a valve in said inlet-pipe, a governor Operated by the engine,and a connection between said governor and the valve in the inlet-pipe,substantially as specified.

7. A combustion-engine, comprisingr a casing having two cylinders andtwo combustionchalnbers, pistons operatiugin said cylinders, acarbureter having communication with the combustion-chambers, Valves forcontrolling said colnmunications, an air-inlet for the carbureter, twoperforated disks in said inlet, one of said disks being adapted to beturned manually, and means for automatically turning the other disk,substantially as specified.

8. A combustion-engine, comprising a casing having cylinders andcombustion-chambers, pistons operating in the cylinders, a carbureterhaving communication with the combustion-chambers, valves forcontrolling said communications, an exhaust-pipe, valves for controllingthe exhaust, a jacket surrounding the exhaust-pipe, the said jackethaving perforations through its wall and also having communication withthe carbureter, an airinlet pipe for the carbureter, disks mounted torotate in said inlet and having openings, the said openings having agreater area than the combined area of the perforations in the jacket,and means for operating said disks, substantially as specified.

9. Acombustion-engine, comprising a casing having a cylinder and acombustion-chamber, a piston operating in the cylinder, a gassupply forthe engine, a fixed sparking-point in the combustion-chamber, a rotarysparking-point in the combustion-cham ber,a source of electricity withwhich said sparking-points are engaged, a gear-wheel of insulatingmaterial operated bythe engine, a metal block on said gear-wheel, apinion engaging with the gear-wheel and comprised in the electriccircuit, a metal ring on the gear-wheel, and a brush engaging the saidring and with one of the wires of the electric circuit, substantially asspeciied.

AUGUSTUS G. PACE.

litnessesz A. A. HOPKINS, C. R. FERGUSON.

